BMW M2 Long Term Long Term Review, November 2024 Report

This first month, the M2 and I had our collective work cut for us. The goal was straightforward, but ambitious! Complete the 2,000-kilometre run in period. Get the first service done, which consists of engine and differential oil changes, and get the car ready for its first blast around the track – in time for our annual BIC mega test.

It was also a month of great restraint. The manual says no full throttle acceleration for the duration of the run-in period, and not to exceed 5,000rpm for the first 1,000 kilometres and 6,000rpm for the next 1,000. I chose to restrict myself even further – to 4,000 and 5,000rpm respectively – and so I was itching to put my foot down and give it the proverbial beans. But I have to admit that there was also a bit of trepidation going into the M2’s inaugural day at the track. What if it wasn’t everything I expected it to be – what if it became a case of ‘never meet your heroes’?

After all, I loved every bit of driving the last generation M2 on track. It was small, light and chuckable! The front-end, especially, was incredibly sharp, which made it a lot of fun to throw around. The short wheelbase meant that you could also indulge in lurid power-slides. But this generation has grown in size and girth, so would it still be indulgent when prodded?

Should you meet your heroes?

Well, the short answer is yes! Grip levels are simply astonishing. Speed is just not an issue. And the tail is more than happy to step out. What’s more, while the manual transmission is certainly slower on track than the 8-speed ZF automatic, it’s certainly more engaging.

I set the engine and suspension to Sport Plus, but left the brakes and steering in Comfort – the brakes primarily because they’re sharp enough as it is, but also because some online forums have mentioned instances when the brakes have actually failed to engage momentarily on track when set to Sport (which I assume BMW will address in a software update at some point).

The steering, meanwhile, is pretty devoid of feel. It is, however, very direct and I personally don’t need it to be overtly heavy, as it tends to be in Sport. DSC was turned off, and the ten-stage traction control system was set to 3, which allowed the M2 to get completely sideways on corner exit. I assume that if you get in over your head, it’ll kick in before you end up facing the wrong way. Either way, the chassis is incredibly willing to be pushed to the limit. The only time you feel the extra weight is when correcting a slide and getting the M2 pointed in the intended direction of travel once again. As the chassis settles back to neutral, you can feel a hint of that extra weight momentarily. Correcting a slide isn’t as progressive as in the previous generation perhaps, but other than that it’s far more capable and comfortable than ever before.

It’s also an effortless machine in which to cover highway miles, with the suspension proving to be surprisingly compliant. Moreover, following the first service, and especially after the Italian tune-up on the track (i.e. hitting the redline with some frequency), both the motor and transmission have really opened up nicely.

On the short loop of the BIC, which we use for our Mega Test, the M2 was only a couple of tenths off our Performance Car of the Year – the Ferrari Roma Spider – which is quite an impressive feat.

So, all told, it’s been a baptism by fire. But, as they say, the hottest flames mould the sharpest swords. And I would certainly put the M2 in the category of the finest blades – one that, on road and track, doesn’t disappoint.

Also Read: BMW M2 Long Term Review, October 2024 Report

Also Read: 2023 BMW M2 vs 1992 BMW 325i - The Last Old School M-Car